The curious case of BEST and its AC buses

BEST and AC buses don’t exactly go hand-in-hand. Atleast not anymore. BEST should think of a way to reverse that.

Not so unusual site! An AC BEST of Mulund Depot runs southwards on BRTS-1 at Lalbaug
One of the original Ashok Leyland AC buses that the BEST procured in 1998. Image copyright, Ojas Parab, Flickr.

BEST introduced AC buses, back in 1998. These buses were built by Ashok Leyland and had Opening Windows. Tickets were a bit on the higher side, and included a newspaper [English or Marathi] and a 300ml bottle of water. These buses operated on the following routes routes initially:

  • A1 – Hutatma Chowk to Andheri Station (West)
  • A2 – World Trade Centre to Oshiwara Depot
  • A4 – Hutatma Chowk to Ghatkopar Bus Station
  • A422 – Agarkar Chowk to Mulund Bus Station
  • A461 – Mulund Bus Station (West) to Borivali Station (West)

These buses ran mostly in the mornings and evenings, mainly serving the office-crowd.

In 2008, under then General Manager Uttam Khobragade, BEST procured the first set of their purple ”Kinglong” buses. It took a lot of time to figure out that these Purple Faeries weren’t actually Kinglong buses. These buses were assembled in Punjab by Jaycee Coach Builders Limited [JCBL] and sold under their ”Cerita” brand.

The Kinglong buses owned by BEST were not Kinglong at all. Click To Tweet

A BEST Cerita running on route AS 461. Also known as them Mumbai Purple Faeries.
A BEST Cerita running on route AS 461. Image copyright Srikanth Ramakrishnan, licenced under CC-BY-SA 4.0, available on the Wikimedia Commons.

These buses were powered by CNG, and unlike other AC buses, didn’t have a slave engine to power the air-conditioning unit, thus resulting in slow speeds and bad pickup. In simple terms, they struggle to climb the simplest of slopes. Yet, they had comfortable seats. These Purple Faeries used to breakdown frequently and some of them caught fire, thus leading to deteriorating quality of BEST AC services.

Somewhere around this time, BEST received a CNG version of the Volvo 8400 on the B7RLE chassis for trial runs. After a few weeks of trial runs from the Oshiwara depot, the bus was transferred to the Wadala Depot, after wihch it was returned to Volvo. Unfortunately, BEST never purchased the bus. It had a separate Slave Engine to power the AC, thus overcoming all the shortfalls of the Cerita buses.

Post this, BEST inked a deal with an advertising firm called Asian Concierge who were ready to supply BEST with 50 Diesel-powered Volvo 8400s in exchange for full body advertisements on them for 15 years. The deal was quite revolutionary and would have changed the transport scene, however, only 6 buses were procured. All of them belong to the Oshiwara Depot and ply on AS-4 between Oshiwara Depot and Backbay Depot.

A BEST Volvo on Route AS-4 from Backbay Depot to Oshiwara Depot.
A BEST Volvo on Route AS-4 from Backbay Depot to Oshiwara Depot. Image copyright Srikanth Ramakrishnan, CC-BY-SA 4.0 International, available on the Wikimedia Commons.

BEST was given 50 Volvo buses free, in lieu of advertising rights. Click To Tweet

Now, the deal is that BEST, which was among the first Transcos in India to get AC buses is slowly phasing them out because of competition from the TMT, NMMT and MSRTC. For starters, BEST used to run a bus AS-505 from Santacruz Depot to CBD Belapur. They curtailed it because NMMT flooded the roads with AC-105 which ran from Bandra Bus Station to CBD Belapur. When I requested BEST to restart AS-505, they replied stating that it was a loss making route, and hence would not be possible. However, BEST’s 505Ltd is among the most profitable routes in the sector. Subsequently, NMMT has launched AC-106 which goes to CBD Belapur via Nerul (West). AC-105 remains their most profitable route.

Similarly, BEST’s AS-700 is doing miserably these days between Borivali Station (East) and Thane Station (East) because of competition from both TMT’s AC-65, AC-125, and NMMT’s AC-131. Now I can understand. Borivali comes under the jurisdiction of the Municipal Corporation of Greater Mumbai and Thane under the Thane Municipal Corporation, both pass through the jurisdiction of the Mira-Bhayandar Municipal Corporation as well, but NMMT? AC-131 starts from Borivali Station (East), takes the same route via Ghodbunder Road to reach Kopri [Thane Station], from where it proceeds to Airoli Sector 5, via the Mulund-Airoli Bridge, thus running a total of 9km within its own jurisdiction. What is the need to enter Thane Station? NMMT plies two more AC routes to Borivali, AC-123 and AC-125, from Borivali to Ova Camp in Kharghar. Both take Jogeshwari Vikhroli Link Road, where one takes LBS Marg, and the other the Eastern Express Highway, to reach the Mulund Airoli Bridge and then continue along Thane-Belapur Road. Where is the logic in this? The irony is that if you calculate the number of stops between Dindoshi Junction and the Mulund Airoli Bridge Toll Plaza; here is the interesting result that you get:

  • BEST 523 Ltd has 42 stops.
  • BEST 525 Ltd has 36 stops.
  • BEST AS-524 has 23 stops.
  • NMMT AC-123 has 43 stops.
  • NMMT AC-125 has 36 stops.

This makes BEST the fastest on this route. With fewer stops, any bus runs faster. This is the theory under which Limited Stop Services normally operate.

TMT runs a bus from Cadbury Junction to Agarkar Chowk in Andheri East. This bus enters Mumbai via the Mulund (West) Check Naka and takes the same route as AS-422 to reach Andheri. It travels a total of 3.5 km within Thane and close to 21km in Mumbai. NMMT’s Borivali to Kharghar routes overlap majorly with BEST’s AS-461.

As if all this was not enough, the MSRTC, went one level over all of this, by launching their now-discontinued Shivneri Corporate service. These buses where the regular Shivneri Volvo B7R buses running along the Kandivali-Bandra Kurla Complex [BKC] route, non-stop. BEST plies A77Express on the same route, at the same hours. The only difference was that A77Express started from Gorai, took all flyovers on the Western Express Highway and had a total of 20 odd stops while the Shivneri had none. The service was soon shelved because the fare of ₹100 one way was too high.

What BEST must do now:

BEST must start looking into the profitable routes of the competition and find ways to maximize its revenue streams there. One must remember that all TMT and NMMT AC routes enter Mumbai. None of them are entirely within their territories.

BEST here has an advantage that they must make use of completely. Electronic Ticketing Machines and the Public Information System are two features that only BEST has in its kitty. Prepaid cards, a Daily Pass system for AC buses, and GPS based tracking of buses is what can help position BEST above its competition.

BEST must also pursue the matter with Asian Concierge for the remaining of the 50 Volvo buses so that newer routes can be planned. BEST must allocate these buses onto these routes.

Possible Routes BEST can try out are:

  • Restart AS-505 from Santacruz Depot to CBD Belapur. Run it every half an hour. Make sure the Bus Tracking system works for it.
  • Start a bus, exclusively for the Western Suburbs. It can be on the lines of AS-4 from Oshiwara, but should terminate at Bandra, and can take alternate routes like going into Seven Bunglows and taking the route taken by 56. Run it at half hour intervals. With rising auto fares, people will definitely take these buses. Start similar buses along the Central Suburbs in both West and East.
  • Increase the frequency of AS-6 which connects Backbay Depot to King’s Circle. Let this be a bus that connects the Central Part of South Mumbai. Similarly run a bus from Backbay to Chembur along the Eastern areas. The Western part of South Mumbai is served by AS-4, whose frequency should be increased.
  • Start an AC bus from Mantralaya to CBD Belapur and to Kopar Khairane. Route these buses via Tadeo, Lotus (Worli) and then go towards Navi Mumbai. Perhaps an Express service can work here, via the Sea Link, land up at Sion and go on to CBD Belapur, while avoiding Vashi Bus Station.

BEST must innovate and provide more options for commuters. BEST has an edge over the other two players, which it is sadly not making good use of. Being India’s oldest Public Transport Corporation, I hate to see BEST lose out to newer entities who are just flooding the roads with their buses, and turning BEST buses into Bus. No 8954.

BEST must innovate with their AC fleet for the benefit of Mumbai. Click To Tweet

In 2015, BEST brought out some drastic measures including curtailing of a few routes, reducing frequencies of AS700, cancelling AS706, and scrapping AS422 on Sundays.

Early 2016, NMMT placed orders for Volvo B7RLEs that were Diesel-Electric Hybrids. Shortly after that, MMRDA purchased 25 AC Tata Starbus Electric-Diesel Hybrids which would ply on dedicated lanes in Bandra-Kurla Complex. The impact of it, is to be seen.

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26 July: Did we learn anything?

It has been exactly 10 years since Mumbai was inundated on 26 July 2005.

A flooded street in Mumbai with a BEST bus on it.
A BEST bus on a flooded street. Image copyright Hitesh Ashar, CC-By-2.0, available on the Wikimedia Commons and Flickr.

What have we learned from this event? Every year since 2005, there has been atleast one day in July [sometimes June] when the city comes to a complete standstill because of the flooding.

There are five major rivers in Mumbai, the Oshiwara, Poisar, Dahisar, Mithi and Ulhas. While the last one doesn’t exactly touch Mumbai per se, Salsette island lies on its Mouth, which makes it equally important, if not to Mumbai, then to the remaining areas of the metropolis, such as Thane, Kalyan, Karjat, etc.

The Mithi is the most talked about river in Mumbai. Sometimes, referred to as the Mithi Nala, it originates by the confluence of water discharges from the Vihar and Powai lakes,  flows south, passing under the Runway at Chhatrapati Shivaji International Airport before emptying out into the Mahim Bay. Now, throughout the course of the river, the Mithi, as are most other rivers passing through an urban area [except perhaps the Sabarmati in Ahmedabad], is subject to a huge amount of pollution. Pollutants in the Mithi come in the form of industrial waste, human waste, animal waste, and the ever-present, littering. This results in the river being toxic through much of its course, and being clogged with plastic and other such substances, just makes things worse. However, the last ten years have seen a lot of improvements. The MCGM has done a lot in digging up and desilting the river, thus increasing its water-carrying capacity. This was achieved by partnering with several private firms and NGOs. The river also acts as a source of livelihood to anglers in the monsoons who catch fish. Due to the high dissolved toxic components in the river, the MCGM came up with a plan to pump in Oxygen into it. Many areas of the river now have concrete walls to prevent encroachements, as well as to ensure the uniform width of the river.

The Dahisar River, originating in the Tulsi Lake inside the National Park, flows for around 12km. It passes under the Dahisar Bridge, which at one point in time, was a cinematic background used by the industry. Polluted in the same way as the Mithi, a few residents associations joined hands to start cleaning it up.

The Oshiwara River, half the length of the Dahisar, originates in the Aarey Milk Colony, and flows west towards the Arabian Sea. A lot of buildings are said to have been built on the mouth of the river. It passes next to the BEST Oshiwara Depot. Among the various measures suggested to fix this river are conversion into a waterway, and generating biogas out of the sludge.

The Poisar River, again begins in the National park and proceeds to the west, passing next to BEST’s Poisar Depot. What is interesting is that the MCGM began its clean-up back in 2006 itself. A land exchange between the MCGM and the Government of Maharashtra enabled the widening of the river, thus making it less encroached. Towards the eastern side, concrete walls and other measures have been taken to keep the river unobstructed.

Now, this brings us to one major project that was meant to fix everything: BRIMSTOWAD.

The Brihanmumbai Storm Water Drain [BRIMSTOWAD] project was launched in 2007 to help fix the city’s Century old drainage system. Under it, the MCGM increased the capacities of more than 2/3rds of the drains in the city. Under BRIMSTOWAD, eight pumping stations were to be built. Among these, four at Irla, Haji Ali, Love Grove and Cleveland Bunder have beem put into action. The Mithi River was designed to accommodate 120mm/hour precipitation. Various measures are meant to be taken, but when is the operative question.

Powai Lake Overflowing in 2005.
The Powai Lake overflowing in 2005. Image Copyright Bhadani, CC-BY-SA 2.0, Available on the Wikimedia Commons.

Here, the Powai lake is bursting at its seams. The lake is full of water hyacinths. These flowers need to go, they ruin the lakes. They can be used to generate energy however.

All in all, the city seems to have done a lot to combat the rain gods, but it seems this has not had much of an impact of the rains. The MCGM, along with the National Disaster Management Authority [NDMA] both need to team up and find a solution out of this mess once and for all for Mumbai to flourish in the monsoons.
Given how bad and inefficient administration, bad coordination between city and state, have ruined the Civic infrastructure, turning the city into a Wannabe Venice every year, we must focus on cleaning up the rivers, if not for water yo flow, then atleast for transport purposes.

 

Note: This article is dedicated to a friend, who at the age of 8, braved the entire floods a decade ago.

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Electronic Ticketing Systems: Who got it right and how

Electronic Ticketing Systems are commonly used now-a-days. Here, we take a look at the various aspects of Electronic Ticket Systems, and how they fare compared to Manual Fare Collection systems.

Before we delve into the world of ETMs, let us begin with Manual Fare Collection in different parts of the country and how things were different then.

Manual fare collection systems have been prevalent in India for decades in different fashions.  Trancsos like BEST, NMMT, PMPML, MSRTC have had standard punched tickets, while their southern counterparts like BMTC, KSRTC, MTC, TNSTC have similar looking tickets, though they may not be punched.

A ticket box with tickets waiting to be punched in a BEST Bus in Mumbai, India.
A ticket box with tickets in in a BEST bus in Mumbai. Image copyright Srikanth Ramakrishnan, CC-BY-SA 4.0, available on the Wikimedia Commons.

 

What did Manual ticketing entail for the conductor as well as the commuter?

  • Different tickets with different denominations had to be printed, serial numbers had to be stamped and then delivered to the depots, from where they’d be handed over to the conductors. Now this would have hardly been an issue with Transcos like NMMT and TMT who have just 2 depots each, but it becomes a headache for larger ones like BEST or BMTC with 26 and 43 depots respectively. The problem is compounded when it comes to State level transcos as well.
  • What if the conductor runs out of a particular denomination?  If it is a larger denomination, I’m sure he’d be able to give it in smaller denominations like BMTC and TNSTC conductors have given me but what if it is the smallest denomination possible.
  • The conductor has to remember stages for the entire route. Long-distance routes, become a pain in the neck.
  • Trip-sheet maintenance was a herculean task for all conductors, they had to count the number of tickets sold, tally it with the money they got and get it approved by the Depot manager.
  • It becomes a headache for the Ticket Examiner as he has to decipher the stage and fare in a bus full of people.
  • If the passenger [like me] collects tickets and keeps a bunch of them in his or pocket, and the Examiner asks for your ticket, well, I was let off with a warning because I was 11.
  • The upside of these tickets were that they were equivalent to Collectors items. While American kids grew up with Trading Cards at the same time, we grew up trading our bus tickets. They were colourful, had different numbers, and different punchmarks on them. Unless it is a PMPML ticket.

Now, let us make the transition to Electronic tickets.

 A handheld ticket machine used in BEST buses in Mumbai
A handheld ticket machine used in BEST buses in Mumbai. Image copyright Srikanth Ramakrishnan,  CC-BY-SA 4.0 available on the Wikimedia Commons.

My first interaction with Electronic Ticket Machines [ETMs] was in 2008 when I had shifted to Bangalore. BMTC was using the MicroFX BTM series at that time. These devices were used on various routes, mostly on Suvarna and Vajra services. These machines however, disappeared somewhere around the onset of 2011. Around 2010, I saw some MTC and mofussil routes of TNSTC use these machines on certain routes, as well. KSRTC [Karnataka] had deployed these machines in 2004, and by 2008, the entire on-board ticketing was done using ETMs. MSRTC too, today has implemented ETMs across Maharashtra, for both, on-board ticketing, as well as the off-board ticketing on their Shivneri and Hirkani routes.

Now, let us look at some of the benefits the ETMs have given our transcos. I have taken this from a Case Study on KSRTC by the World Bank and a Case Study on MSRTC by CIO.IN.

  • The need to run a printing press to print tickets has gone. Along with it, the overheads of transport and running an entire accounts team to monitor the process is eliminated.
  • Conductors no longer need to maintain a trip-sheet. The data is already on the ETM, so they just have to synchronise it with the Depot, either at the end of the day, or wirelessly on the fly.
  • These systems allow the Corporation to monitor routes in real-time. This means that statistics and revenue details can be had for any route, at any given point in time, which helps in maintaining an efficient route network, eliminate overlapping routes, modify loss-making routes, and more.

Now, after all this, one would like to assume that whoever implemented ETMs would be better off than those who didn’t. Unfortunately, that isn’t the case. As is the case with most new ventures in India, a venture is only as good as its implementation.

Here are a few instances of problems:

  • The PMPML, ended up scrapping its entire ETM range because they were unable to back up any of the data from it. The ETMs were failing as often as their buses.
  • The BMTC scrapped its initial set of ETMs and then got a newer set later on.

However, only one organisation in India has taken full advantage of Electronic Ticketing Machines, and that is the BEST. The BEST, in 2011, decided to go the MRTC way by partnering with Trimax IT for its Electronic Ticketing System. As per the Trimax Case Study on BEST, the arrangement was made under a Build-Operate-Transfer (BOT) agreement where Trimax would supply the infrastructure needed and keep a percentage of the revenue generated.

So, what was the deal all about?

Well, here goes:

  • All Ticket boxes were replaced with ETMs.
  • All bus passes were replaced by RFID cards.
  • Trimax set up a Server, which runs on Open-Source Software.
  • Setting up an online payment system for Bus Passes.
  • The all important ePurse.
The template of a BEST RFID bus pass. It has the Users photo in the box, and their name and ID number on the right
The template of a BEST RFID bus pass. It has the Users photo in the box, and their name and ID number on the right. Copyright, BEST.

The most important parts of this development were:

  1. Connecting a Bus Pass to the ID card
  2. The ePurse Concept.

In the last few years, several Transcos have insisted on an ID card for issuing Daily Passes to prevent their resale. BMTC started charging extra for passes if the commuter did not have a BMTC ID. BEST went one level ahead by saying a Daily Pass could only be bought if the user had an RFID card. This eliminated the need for manual verification and validation of both the ID as well as the pass. Simply scan under the ETM and it tells the Conductor whether a Pass has been issued or not.

The ePurse, on the other hand, is basically a prepaid card. It allows the holder to purchase upto 6 tickets at one go, and allows for any amount of tickets to be purchased, so long as there is a minimum of ₹50 balance on the card. The ticket that is printed, comes with the balance printed on it.

BESTs ETMs are connected to the servers via GPRS, thus keeping them in-synch, eliminating the need for conductors to transfer data manually. This also helps in sending announcements and notifications to the conductor and driver. When fares are revised, the ETMs automatically pick it up.

In order to do this, BEST had to create an entire database with the names of each bus stop, with their coordinates, routes that halted there and assigned each of them a unique ID. This ID can be found on the physical bus stop. It can be used to find out the Estimated Time of Arrival of a bus by sending BEST<space><Bus Stop ID> to 56060. Each bus is connected with a GPS unit that transmits data to the server.

Now all this may sound rosy, but to be honest, may not not work outside of BEST. It may not work with NMMT, TMT, PMPML, or BMTC. The reasons are:

      • No fixed bus stops, especially in newer areas. Without fixed bus stops, it can’t be named and assigned an ID.

Specific BEST bus stops have specific buses stopping at them, some of the others don’t. Thus, there may be four Unipoles at a Bus stop, each with a different bus marked on it, each with a different ID.

Thus, I think it is clear that at the end of the day, BEST is indeed the BEST here. They have done a truly wonderful job with their system. MSRTC is close behind, with KSRTC just missing the real-time synchronisation. Other transcos, must try and catch up, or risk losing revenue due to leaks.

 

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[Story] The Forgotten Bus: 8954 of Depot 4

The Forgotten Bus, is the story of Bus. 8954 of Depot 4.

8954 was lonely. He had been in Depot 4 for 6 years without a transfer, and was the only one of his batch left there. He was upset  that he was such an archaic model while the newer and younger models around him boasted of superior features such as improved fuel efficiency, better suspension, and more power. He felt guilty that he cost the Company so much more in terms of maintenance. 8954 was worried that one day the Company would junk him, or worse sell him off as roller scrap. He feared the latter a lot more because he felt that being sold off as roller scrap was slavery.  He wasn’t far off from the truth however. His good friend 8126 of Depot 6 was sold off as roller scrap and her new owners forced her to collect garbage.

8954 remembered his very first day with the Company. He had just been delivered from the Factory, and was Bright Red in colour. He was from a special batch of buses; one that was built in the factory itself and not by some coach builder. He was part of six special buses given to the Company in a trial basis, and soon after the trials were complete, he was gifted to the Company along with his batchmates.

He had been handed over to Depot 2 for trial runs, and when he was made permanent, he became a part of Depot 1. It was at Depot 1 where he had the time of his life. For starters, he and 8126, another bus from the Special 6 as they were called, were put on a special route. They both were on a Inner Circle route, continuously moving around the Central Business District. 8126 went clockwise, 8954 went anti-clockwise. The two of them netted the highest revenue in the depot in a day and the second-highest for the Company, making them as Proud as Punch. A year later, they were rerouted to form an up and down pair on a new set of routes launched by the Company. The route manager of the depot felt that the Special 6 buses should be relocated to Depot 1, and all 6 would be used on a new route Express-1, or E1. E1 was a special superfast route that took all flyovers and bridges en route and had fewer stops. The depot manager felt that these buses could handle the terrain and the gradient of all the bridges, thus making it a premium route. The plan was a success, and E1 was soon the most profitable route the Company operated.

Soon, the Company procured a newer set of buses from the same manufacturer. These buses were far superior to the Special 6 and were called the Incredible 8. They were far superior, individually and in number. The Incredible 8 were deputed along E1 and the Special 6 were shifted to a newer route E2. E2 was a shorter route, but more profitable. The depot manager and route manager argued with the Company that these buses were functioning well and had years of service left before they could even think of doing anything to them.

But all that was in the past. 8954 was now 8 years old, and the Company was no longer interested in maintaining him or his batch, nor were they bothering with the Incredible 8. The Company had struck a deal with a new foreign bus manufacturer who had supplied them with 100 new buses at really cheap rates. These buses were of better quality, consumed less fuel, were more comfortable for passengers and easier to drive. The New 100, as they were called, were deputed on all high-speed routes and high-revenue routes, while the older buses were slowly being phased out. Special 6 and Incredible 8 remained because the manufacturer was still providing support for them. However, due to a lot of mismanagement and bad maintenance, they were falling into disrepair and thus, slowly being sold off. 8954 was the only one among the 14 to still remain with the Company after 9 years, as he was still functioning reasonably well. He was deputed onto a Hop-On, Hop-Off route that generated very little revenue in terms of ticket sales, and thus was plastered with ads, turning him into a giant, moving billboard. Due to frequent breakdowns, he was not allowed to go very far from the depot, and was thus, transferred to Depot 4.

Unlike Depot 1, nobody cared for him at Depot 4. He would often go unwashed, with litter on the floors inside him. It used to sicken him, but there was nothing he could do. He had to put up with the lackadaisical behaviour. He used to wonder, ‘After all these years of hard work, this? Why couldn’t people be a little more considerate in their lives when their actions affected others? Today, the maintenance stops, tomorrow, I’m sold off as scrap, and nobody will even remember me after that. Is that what our lives are all about?”

8954 remained with the Company for another three years. When his condition became irreparable, he was sold off by the Company, but his new owners spruced him up a bit and rented him out, thus making him happier than he was in his last days at Depot 4.

 

I hope you liked the story. If you did, please leave your feedback in the comments below and share the story around. Thank you.

 

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The 56 saga

Greetings, and welcome to my new post.

This post is to explain the significance of the number 56 in my life.

My connection with this number started out in a mundane way, yet the significance today seems cosmic. I see 56 everywhere, including in politics, for after all, our Prime Minister has a 56-inch chest.

Jokes apart, let me start at the beginning. The very beginning.

The first BEST bus I have ever taken was 505Ltd. The bus that today runs between Bandra Bus Station and CBD Belapur Bus Station. This was back in 1998, I don’t quite recall where the bus terminated, but I remember we had taken it from Vashi to Bandra and then took an autorickshaw to Santacruz. Subsequently I shifted to Andheri, and with a school bus or a car around, taking a BEST was a once-in-blue-moon activity. However, if and when I did board one of them, it was invariably a 38 or a 79, then running on the Hutatma Chowk-Goregaon Depot and Gadkari Chowk-Charkop routes. Circa 2002, we shifted to a new house. We had exactly three buses then: 38, 56 and 221 [Yari Road to Andheri Station via JVPD]. I was bad at Hindi and used to dance at that time. This meant tri-weekly trips to Seven Bungalows and bi-weekly trips to Versova for classes. The former, had a common bus stop for both 56 and 221, while the latter, had separate ones. Being tired, I’d usually walk to the closer bus stop, and 56 it was. 56 was also the most reliable bus to go to school, math tuition later on, and to meet my friend. Thus, over a period of 5 years, 56 became the most used bus for me. Bus number 56 made a casual appearance in my life, in various drawings, poems, stories and what not.

Circa 2008, I moved out to Bangalore. BMTC couldn’t fill the void that the lack of BEST had caused. Bad bus services, closing doors, in and out of the same doors, and horrible route planning made me dislike them strongly, but then, Volvo services helped out once in a while. Most of my trips were restricted to 365, 356 and their various sub-routes. Three years later, I was in Coimbatore. I saw 56 multiple times in a day, but it went in a different route, and I was never interested.

Fast forward to 2014. I come to Pune. I make a trip to Bombay, where I see 56. Memories are relived, I am transported back to 2007. The only difference is that it no longer uses a Rolling Cloth Display but now uses a scrolling LED display.

It was at that moment, that I decided to Start my Project 56. I managed to click buses number 56 operated by the PMPML, TMT and BEST. I convinced a friend to click Abu Dhabi, Madrid, and Winnipeg as well. My crazy mind decided to take PMPML 56 to Wadgaon from Shanipar. It took me through Sinhagad Road, which soon became among my favourite parts of Pune. Soon, I started travelling all the way to Versova to click a BEST 56. It took several attempts, but one day, after a polite chat with a driver, I managed to get it. A perfect click. Two months ago, I clicked the newly launched NMMT 56 between Kalamboli and Mansarovar Railway Station.

I’ve been seeing 56 everywhere ever since I came to Pune. It once cost me ₹56 in an auto to meet a friend. I clicked a photograph of the Tunnel on the Dehradun-Saharanpur National Highway and the timer on the traffic signal showed me 56 seconds. I was however, upset that I couldn’t click a BMTC 56, which is very rare, or a DTC 56, which got scrapped a month before I went to Delhi.

 

And that, is my obsession with 56.

For the sake of saying so:

BEST 56: Worli Village – Versova Yari Road Bus Station

बेस्ट ५६: वरळी गांव – वेसावे यारी रोड बस स्थानक

PMPML 56: Shanipar – Wadgaon

पीएमपीएमएल  ५६: शनिपार – वडगांव

TMT 56: Thane Station (West) – Tiku Ji Ni Wadi

टीएमटी  ५६: ठाणे स्थानक (पश्चिम) – टिकुजीनीवाडी

NMMT 56: Mansarovar Railway Station – Kalamboli Police Headquarters

एनएमएमटी  ५६: मानसरोवर रेल्वे स्थानक – कळंबोली पोलीस मुख्यालय

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BESTpedia is live

This is my first post.

Hi, this is just to say hi to all of you.

BESTpedia, as the name suggests, is all about BEST.  What is BEST, you ask?

Well, BEST [or बेस्ट] is the ubiquitous red bus that you see on the roads of Bombay [or Mumbai if you prefer].

However, that is not all, while BESTpedia will remain to serve as a place where I document BEST, it will also have a few posts here and there on other Transcos like the PMPML, BMTC, NMMT, AMTS, DTC, KSRTC, MTC, MSRTC, et al. It may also delve into other transport related elements, including, but not limited to Toll Plazas, and Road Medians.

A post or two, once in a while may appear, linking you to a video or short film that we would have made.

Till the next post, adios, cheerio, adieu, goodbye.

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